Control mechanism for outboard motors



June 29, 1954 G, C, 5|TZ CONTROL MECHANISM FOR OUTBOARD MOTORS 4Shee'tS-Sheet l Filed Dec. 27, 1951 M6 0 57 6V 2 @7% y m9 o. WM w 27 Fi5 J June 29, 1954 G, SITZ 2,682,248

CONTROL MECHANISM FOR OUTBOARD MOTORS Filed Dec. 27, 1951 4 sheets-sheet2 June 29, 1954 G, C, sn'z 2,682,248

CONTROL MECHANISM FOR OUTBOARD MOTORS Filed Dec. 27, 1951 4 Sheets-Sheet3 06 I llll I l I INENTOR. @/ef/ C j June 29, 1954 G. C. snz 2,682,248

CONTROL MECHANISM FOR oUTBoARD MOTORS Filed Dec. 27, 195] 4 Sheets-Sheet4 Patented June 29, 1954 UNITED STATES ATENE' F F ICE CONTROL MECHANISMFOR OUTBOARD MOTORS Application December 27, 1951, Serial No. 263,530

(Cl. 1l5-18) Claims.

The present invention relates to outboard motor units and particularlyto combined control mechanisms therefor.

With respect to the conventional control features thereof, outboardmotors are customarily mounted on boats for movement about a verticalaxis in a generally horizontal arc so that the motor may be utilized asa `rudder for the boat. To effect movement of the motor in the saidhorizontal arc, outboard motors are provided with a steering handleprojecting forwardly from the motor into the boat. The conventionalthrottle control for outboard motors consists of a lever positioned asubstantial distance from the steering handle and closely adjacent thebody of the motor. The lever is usually secured to the stator plate of amagneto, usually housed Within the engine flywheel, to effect movementof the stator plate in either direction about the axis of the enginecrank shaft to advance or retard the spark. The stator plate carries acam member cooperating the carburetor throttle lever for opening andclosing the throttle valve in synchronism with the advancement andretardation of the spark.

When operating a boat equipped with an outboard motor, the motoroperator faces toward the bow of the boat and sits somewhat ahead of thesteering handle so that the operator may observe the course of the boatand readily swing the handle in either direction to steer the boat. Whenoperating at high speeds, the operator must sit or dispose himself asfar forwardly in the boat as possible to counteract the sterndipping-bow raising effect of the motor. In this position, the operatorextends one arm rearwardly of his body to grasp a hand grip on thesteering handle. Accordingly, with conventional motors, the operatorshand and body are spaced substantially from the throttle control so thatwhen it becomes necessary to decrease the speed of the boat, or toeffect any throttle control, the operator must contort his body to reachthe control lever. This has proven highly objectional and in many casesextremely dangerous, particularly in emergencies, since substantialeffort is required to move the stator plate.

rIhe copending application of Gilbert EL Buske, Serial No. 224,574,filed May 4, 1951, noW Patent No. 2,627,836 of February 10, 1953, whichapplication is assigned to the assignee of the present application,discloses throttle control means adapted to be disposed in the steeringhandle, as a push button in the end of the hand grip of the handle, foractuating the throttle lever independently of, or Without resistancefrom, the spark and throttle control means previously described. Thespark and throttle control is maintained and is operable independentlyof, or without resistance from, the said throttle control means, butsame merely defines the maximum speed at which the engine may run forany particular setting of the spark and throttle control lever. Thethrottle control button in the steering handle is adapted to control thespeed of operation Within the range from intermediate to the maximumspeed for which the spark and throttle control lever is set.Accordingly, the operator of the motor may control both the speed anddirection of travel of the boat Without appreciably shifting hisposition. The push button control is normally biased to the fullestthrottle position accommodated by the spark and throttle controlv meansso that to increase speed, the operator need only release the pushbutton and advance the spark, and to decrease speed, need only push thebutton inwardly of the steering handle. Once the spark has been fullyadvanced, the push button controls the speed of operation of the motor.This additionaly or supplementary throttle control has overcome thedisadvantages of conventional throttle controls and provides for easeand facility of outboard motor operation. Since the supplemental controlneed not move the stator plate, the same is actuated with a minimum ofenergy. A

An object of the present invention is to provide improved control meansor mechanisms for outboard motors including the features hereinbeforeenumerated and additional features, as will be pointed out hereinafter.

One object of the present invention is to provide improved clutch meansfor outboard motors to accommodate disconnection of the motor shaft andthe propeller shaft, so that the motor may, in effect, be shifted intoneutral.

A second object of the invention is to provide improved transmissionmeans for outboard motors so that the motor may be shifted into and outof neutral and may drive the propeller in one or more forward speeds andin reverse.

The present invention, in accomplishing the foregoing objects, providesan outboard motor adapted for universal use. By providing the saidclutch means, the boat may be stopped at any time, particularly at docksand the like, Without necessitating stopping of the motor. This preventsoveruse of the motor starting mechanism and provides a facility and easeof operation heretofore unappreciated. By providing the saidtransmission means, the motor has the advantages above stated and, inaddition, may be utilized to back the boat out of narrow slips, to backthe boat oif sand bars, to provide various ratios of forward speeds sothat the motor may be operated at an economical or practical speed forany desired boat speed and so on.

Another object of the present invention is to provide convenient controlmeans for the clutch and transmission means of the present invention.More specifically, it is an object of the present invention to utilizethe hand grip of the motor steering handle as the clutch or transmissioncontrol means. In addition, it is an object of the present invention tocombine the steering, throttle and shift controls in a single unit sothat all motor controls may be effected with one hand by the motoroperator.

In carrying out'l the foregoing objects of the present invention, Iprovide, preferably, control linkages or motion transmitting mechanismsextending between the clutch or transmission means and the steeringhandle so that relative movement of the handle hand grip with respect tothe handle will effect actuation of the clutch or transmission. In oneof the embodiments of my invention disclosed herein, I combine thetransmission or clutch control means with the throttle control meansdisclosed in the hereinbefore identified application of Gilbert E.Buske. In a second embodiment of the invention, I effect both throttlecontrol and transmission or clutch control by relative movement of thehand grip with respect to the steering handle.

A further object of the present invention is to provide an automaticinterlock between the clutch or transmission means of the presentinvention and the throttle control so that the motor cannot be run abovea predetermined speed when the clutch or transmission is shifted toneutral and so that the clutch or transmission cannot be shifted out ofgear when the motor is operating above said predetermined speed.

A still further object of the invention is the provision of improvedcombined control mechanisms for outboard motors and particularlycombined steering, throttle and shifting controls therefor incorporatedin a single control instrumentality.

Other objects and advantages of the present invention will becomeapparent in the following detailed description of preferred embodimentsof the invention, wherein reference is made to the accompanyingdrawings, in which:

Figure 1 is a fragmentary top view, partly in plan and partly insection, of the power head and steering handle of an outboard motor, theconventional casing or housing and the pull starter for the motor beingremoved and portions of the motor frame being broken away;

Figure 2 is a plan View, on an enlarged scale, of the motor carburetor,cam and stop members associated with the magneto stator plate and a stopmember or lever included in the transmission control mechanism of thepresent invention and comprising, with the stator stop member, anautomatic interlock;

Figure 3 is a cross-sectional view, on an enlarged scale, of the elbowin the steering handle, the view being taken substantially on the line3-3 of Figure 1;

Figure 4 is a fragmentary front elevation, on an enlarged scale, of themotor power head;

Figure 5 is a fragmentary side elevation of the apparatus shown inFigure 4;

Figure 6 is a side elevation, on a reduced scale, of the mounting andunderwater portions and the associated apparatus of the outboard motor;

Figure 7 is a vertical cross-section, on an enlarged scale, of the lowerportion or part of the underwater portion of the motor and showing thetransmission or clutch assembly for the motor;

Figure 8 is a horizontal cross-section, on a further enlarged scale, ofthe transmission or clutch assembly, taken substantially on the line 8 8of Figure 7;

Figure 9 is a top view, partly in plan and partly in section, of asteering handle and associated apparatus comprising a second embodimentof the control mechanism of the present invention; and

Figure 10 is a side view, on a reduced scale, partly in elevation andpartly in section, of a modified underwater portion of the motor andincluding a second embodiment of the transmission means of the presentinvention.

The control mechanisms of the present invention may, in their broaderaspects, be applied to any suitable outboard motor unit. By way ofexample, I have shown, in Figures 1 to 8, one embodiment of my inventionas applied to an outboard motor unit similar to the motor disclosed inPatent No. 2,494,742, issued January 17, 1950, to Gilbert E. Buske,which patent is assigned to the assignee of the instant application, andincluding the throttle control means of the hereinbefore identifiedcopending application of Gilbert E. Buske. In Figure 9, I have shown asecond embodiment of the steering handle control means of the presentinvention, which may be applied to a similar outboard motor unit, and inFigure 10, I have shown a second embodiment of the power transmissionmeans of the present invention as incorporated in a conventional motorunderwater portion.

Referring now to the drawings, and particularly to Figures l to 8, Ihave shown, as stated, the transmission means and the control therefor,according to the present invention, in combination with previouslydisclosed apparatus. To render the present invention and the combinationthereof with conventional or known apparatus readily understandable, thefollowing description shall deal firstly with the previously disclosedapparatus and then with the preferred embodiments of the presentinvention. For a detailed description of the previously disclosedapparatus, reference is made to the said copending application and tothe said patent. Generally, however, a ratchet wheel 21 is secured onthe upper end of a crank shaft 2S of the outboard motor for cooperationwith one member of a conventional pull starter for the motor. A notcheddisc 29 is secured on the crank shaft 28 between the ratchet 21 and afiywheel 3U, also secured on the shaft 28. The disc 29 may be used, witha pull rope or lanyard, for starting in emergencies, in case theconventional pull starter is broken or otherwise rendered ineffective.

The flywheel 3l) is of cupped formation and houses a magneto including astator plate 32. A control lever 33 is pivoted at 34 on a stationaryportion of the motor frame and extends forwardly therefrom for manualactuation. The lever 33 is provided at its forward end with a hand gripor handle 36 for convenience in operating same. The lever 33 is alsoprovided with an arm 3l extending forwardly from the pivotal dosage-frcsmounting 34 and connected, at its forwardy end, L

by a link 38, to an angle bracket 39 secured to and extending downwardlyfrom the stator plate 32. The plate 32' may turn in either directionabout the axis of the shaft 28, by means of the control lever 33, foradvancing and retarding the motor spark, for starting the motor and forcon trolling the .speed thereof,` as is known.

A cam member 42, of generally arcuate shape in plan, is mounted on thestator plate 32 by means of an angle bracket 43 secured to the statorplate and extending downwardly therefrom'. Ref ferring to Figure 2, thecam member 42 extends forwardly from the stator plate and is disposed tocontact an arcuate cam element 44 provided at the upper end of athrottle valve member 45. The throttle valvey member 45 is secured, atits lower end, to the upper end of a shaft 46 adapted to actuate a`throttle valve disposed within a carburetor 49 which is bolted to thecrank case of the motor. The carburetor 49 may be of any suitableconstruction and, in the operation of the motor, delivers a fuel-airmixture thereto, as is known.

The valve shaft 46 is urged in Valve opening direction, clockwise asviewed in Figures 1 and 2, by a torsion spring 52 disposed about theshaft 46 beneath an angle finger 53 at the lower end of the throttlelever 45. One end of the spring 52 is hooked over the nger 53 and theother end thereof is disposed stationarily with respect to thecarburetor 49. When the control lever 33 is in start position, the cammember 42, through the members 44 and 45, holds the throttle valve inabout half-open position. By moving the control lever 33 clockwise, asviewed in Figure 1, toward slow position, the throttle valve is moved bythe cam member 42 in a closing direction. When the control lever 33 ismoved in a counterclockwise direction, as viewed in Figure 1, beyond thestart position and to such an extent that the cam member 42 clears thecam element 44 of the throttle lever 45, the throttle valve is turned toits full open position by the torsion spring 52, such opening movementof the throttle valve being limited by contact of the finger 53 withportions of the carburetor. From what has been said, it will be seenthat the control lever 33 is effective for adjusting the magneto statorplate and also adjusting the throttle valve, as required, in a knownmanner. Likewise, it will be appreciated that the stator plate moves oris moved in accordance with the speed of the motor.

The throttle lever 45 is provided, adjacent its lower end, with a tab 58extending rearwardly therefrom at an angle in underlying relation to thecam element 44. The tab 58 slidably receives the inner end portion of aexible cable 59 slidable through a guide tube or sheath 99, the innerend portion of which may suitably be secured by a clip to the motorframe. The sheath 6I] curves downward and toward the right, as viewed inFigure 1, and passes into a hollow handle bracket or handle base portion62 bolted to the motor body beneath the carburetor 49 and extendingtoward the right outwardly a short distance beyond the motor body. Astop member 64, in the form of a bead, is secured on the innelr end ofthe cable 59 and is disposed to contact the tab 58 when the throttlevalve is in its full open position, the throttle lever being then freeof the cable 59 for movement independently thereof in a closingdirection under actuation of the cam member 42.

rIhe outer end ofV the sheath extends through i,

handle 6l adjacent the angle thereof.

thev base. portion B2i of the handle and through a mountingbracket 65into a reduced tubular neck 66' provided at the rearward end` of a hand.grip portion 6l of the motor steering handle. handle portion 91 issubstantially angular or L.shaped in plan. The neck 96 of the handleportion 6l is mounted for turning movement with respect tothe handlebase portion 92 througha bushing 98 provided in an inner annularshoulder 69 of the bracket 92v and the outer end thereof. A brass washer'l0 is disposed between the adjacent ends of the bracket 62 and thehandle portion 5'? and a second brass washer 1l, disposed about theinner end of the neck 3E, is confined Y between the inner end of theshoulder E9 on the I base portion 62. The bushing 58 is provided withanv opening accommodating a brass friction disc 'i3 held in pressurecontact with the neck 69 by means of a compression spring 14 coniinedbetween. the disc F3 and a screw l5 threaded into a boss extendingoutwardly from the shoulder 99 of the baseV portion 62, the boss beingsuitably bored for the reception of the spring 74. The handgrip portion6.7 of the motor steering handle is movable between a horizontalsteering position, as is shown in Figure 1, and a raised positionwherein the steering handle portion 61 extends substantially verticallyupward. The two handle portions are preferably provided with cooperatingstop` members or the like, not shown, to limit movement of the twohandle members with respect to one another. Ther disc 'i3 provides, inconjunction with the compression spring '14, friction means forretaining the handle 9'! in its raised position or any desired positionintermediate its fully raised and fully lowered positions.

The steering handle portion 91 is preferably of channel cross-sectionfor the major portion of its length, as shown in Figures l and 3, withthe channel opening downwardly and being closed by ay cover plate, notshown, which is preferably rev tends through the neck 9E of the handle5l and passes through a slotted ringer 84 extending outwardly from therear end of one arm of a bell crankv lever 86. The bell crank lever 89is preferably pivotally mounted, as at 8l, in the steering A stop member88, in the form of a bead, is clamped on the cable 59 in contact withthe inner face of the finger 84 so that same may be actuated by the bellcrank lever to effect actuation of the throttle l-ever 45.

The other leg or arm of the bell crank lever 86 is pivotally connectedat its outer end, by means of a clevis 99, with one end of a rigid rod93' extending through the hollow handle portion 65 and terminatingadjacent the free forward end of the handle. The rigid rod 99 is guidedfor reciprocal movement substantially axially of the handle 6l inamanner described more fully hereinafter and is provided at its free endwith a push `button 92 extending beyond the free end of the handleportion 6l. A spring 94 is suitably asson ciated with the rod 99 and thepush button 92 and normally biases the push button to its outermostposition.

To limit outward movement of the push button The 32 and the rod 90 withrespect to the handle 61, the bell crank lever 86 is provided with anintegral tab or stop portion 95 adapted to abut against a shoulder 06 inthe handle 61.

When the button 92 is in its normal projected position, the throttlevalve may be opened or closed to any desired extent under control of thecam member 42, without any interference from the supplementary throttlecontrol means comprising the button S2 and the means connecting it tothe throttle lever 45. On the other hand, when the throttle valve is ineither fully opened or partially opened position, it may be moved inclosing direction to any extent desired by pushing the button 92inwardly or rearwardly of the steering handle 61 and independently ofthe cam member 42. By having the control button 92 at the forward end ofthe steering handle 01, the throttle valve may be operated by the thumbof the hand grasping the handle and the operator may, therefore, sitwell forward in the boat, which is desirable when traveling at highspeeds.

The magneto stator plate control described hereinbefore is conventionalin substantially all respects and is one type of stator control withwhich the throttle control and the control means of the presentinvention are adapted for use. However, the stator control or any meansfor advancing or retarding the motor spark may be utilized incombination with the present invention, as will become apparenthereinafter. Likewise, the particular supplementary means forcontrolling the throttle as described hereinbefore, which means arethose described in the hereinbefore identified copending application ofGilbert E. Buske, are preferred for utilization with the controlmechanisms of the present invention, as will become apparenthereinafter. However, any suitable throttle control means may beutilized, it being preferable that the control means provide foractuation of the throttle from a point remote from the motor carburetorand particularly from a position adjacent the free end of the motorsteering handle.

Referring now to Figure 6, I have shown a conventional outboard motorunit mounting and underwater portion comprising a motor support tubemounted for pivotal or swiveling movement within a stern clamp |02 whichis adapted for mounting the motor unit on the transom or sill of a boatin a known manner. The underwater portion of the motor unit comprises anintermediate housing |04 and a gear housing |06 presenting, at its lowerend, a conventional skeg |01. The underwater portion of the motor andthe motor block comprise the body of the motor, as referred to herein.The gear case housing |05 rotatably supports a propeller shaft |08adapted for the reception of a propeller or screw for propelling theboat with which the motor unit is associated.

The preceding description is directed to previously disclosed and/orknown outboard motor apparatus. As pointed out hereinbefore, the saidknown or previously disclosed apparatus is preferred for use incombination with the present invention, but it will be appreciated, asthe description proceeds, that the present invention is not limited inapplication to the specific details of construction shown in thedrawings and to be described immediately hereinafter.

With regard to the particular details of construction of a preferredembodiment of the present invention, reference is made to Figure 7.

The propeller shaft |00 is mounted for rotation 75 within the gear case|06 and carries adjacent one end thereof a bevel gear I I0. The bevelgear I 0 may be suitably splined to the propeller shaft |00 and isrotatably supported, and supports the shaft for rotation, within thegear case by means of a ball bearing III. The gear I0 meshes with apinion H2 xed to the lower end of a driven shaft II4. The driven shaftH4 is aligned with and juxtaposed with respect to a drive shaft I I6extending downwardly through the underwater portion of the motor unit.rI'he drive shaft H6 suitably comprises a continuation of the motorcrank shaft 28 and is constantly driven when the motor is in operation.The shafts H4 and IIE carry sleeves H8 and |20, respectively, keyedthereto, as indicated at |22 and |24, respectively. rl`he shafts H4 andH6 are independently supported for rotation within the housing membersHifi and |015 and the driven shaft I I4 is preferably brake/.l withrespect to the drive shaft II 6 by means of a friction brake, indicatedgenerally at |26, associated with the propeller shaft |08.

To couple or operatively connect the driven shaft H4 and the drive shaftH6, I provide a transmission or clutch means in the form of a torsionspring |23 having portions thereof engaging the shafts I4 and I I6through the sleeves H8 and |20, respectively. The spring |28 is tightlywound on each of the shafts so as to 'securely or positively connect theshafts together to effect actuation of the propeller shaft |08 when themotor is in operation. The torsion spring is such as to normallyeffectively connect the shafts H4 and H5 for conjoint rotation of theshafts and the springs |28.

As pointed out hereinbefore, it is extremely desirable to provide meansfor shifting the motor into a neutral position wherein the motor will ncontinue to run, but the propeller will not be actuated. This mayreadily be accomplished by disconnecting the shafts H4 and H0 inaccordance with the objects of the invention set forth hereinbefore. Toeffect disconnection of the shafts, the spring |28 is provided at oneend., preferably at its upper end, with a tab |30 projecting outwardlytherefrom. The housing |04 is provided adjacent the upper end of thespring |28 with a bifurcated boss |32 to which a lever |34 is pivotallysecured by a pin or cotter key |36. rThe lever |34 is provided at oneend thereof with a cam-like surface |40 adapted to be moved into thepath of rotation of the tab |30 on the spring itil. When the lever |34is pivoted so that the end |40 thereof is disposed within the path ofrotation of the tab |30 and with the shafts rotat ing in the directionindicated by the arrow in Figure 8, the tab |30 of the spring |28 isstopped with respect to the drive shaft H6 by the cam surface |40 of thelever |34 so that continued rotation of the shaft H6 under the drivepower of the motor operates to unwind or loosen the spring |28 on thedrive shaft H6. Accordingly, loosening of the drive connection iseffected so that positive connection or driving connection between theshafts ||5 and I| 4 is discontinued, upon the occurrence of which, thebrake |26 stops the propeller shaft I 0B to cease operation of the screwor propeller mounted on the shaft |08.

In view of the foregoing, it will be appreciated that the clutch ortransmission means provided by the spring |28 and the lever 34accommodates the ready and convenient disconnection of the drive shaftH6 and the driven shaft H4 so that the outboard motor unit may readilybe shifted into neutral and shifted into driving gear at any time it isso desired. Accordingly, the present invention provides advantages inthat the propulsion of the boat with which the motor unit is associatedmay be disconnected at any time, such as when bringing the boatalongside a dock or in emergencies, without necessitating adiscontinuation of the operation of the motor so that the motor isconstantly available to continue its propulsion effect immediately uponshifting the lever |34 out of the path of rotation of the tab |30 on thespring |28.

From the foregoing, it will be appreciated that the spring |28 and thelever |34, in combination, comprise a clutch or a transmission whereinthe spring |23 is the power transmitting mechanism and the lever |34 isthe shiftable member of the transmission. The shiftable member of thetransmission, the lever |34, may be actuated in any desired or suitablemanner from any location on the outboard motor unit and may be used incombination with or independently of throttle control means or the like.It is preferred, however, that the transmission mechanism be utilized incombination with the throttle control described hereinbefore or othersuitable throttle controls and that the mechanism for actuating thetransmission include a motion transmitting system terminating inactuating means disposed adjacent the free end of the steering handle.The motion transmitting system may be of any desired form orassociation, but in the preferred embodiment of the present invention,the lever |34 is provided with a slotted tab M2 adapted for thereception of the headed lower end of a rod |44. The rod |44 extendsupwardly through a partition at the upper edge of the intermediatehousing |04 and is provided adjacent its upper end with a flexiblesealing sleeve |46. A spring |48 is suitably coni-med between thepartition and the lever |34 to maintain the lever out of the path ofmovement or rotation of the tab ISB to normally accommodate coupling ofthe drive shaft I@ and the driven shaft I4. i

At its upper end, the rod |44 is turned to Drovide a lateral vbearingmember adapted for engagement by a connector |53 which is suitablypivotally connected to the rod |44 at its lower end and is secured atits upper end to a flexible cable |52. The flexible cable |52 extendsupwardly through the motor .support tube |60 through a `:sheath or guidetube |556. At its lower end, the sheath or guide |54 is provided with aflexible tubular sealing member |56 to prevent entry of water orextraneous matter into the sheath ii between the sheath and the flexiblecable 52.

As stated, the exible cable |52 and the sheath |54 extend upwardlythrough the motor support tube and into adiacency with respect to theblock of the motor. The flexible cable may extend directly into thesteering handle t? of the motor or may be provided with, or associatedwith, various mechanismsJ such as an interlock to be describedhereinafter. It will be apparent, however, that the nexible cable |52,|54 may extend from the motor support tube lilli directly into the baseportion t2 of the steering handle 61. At its outer end, the sheath |54is secured to and supported by the support and guide member or bracketd?? in the reduced tubular end portion of the hand grip portion 6l ofthe steering handle. The cable extends into the handle portion 6l to aposition adjacent the bend or angle of the handle and at that point isconnected to a crank or eccentric, indicated generally at |60. The crankor eccentric it preferably comprises a crank member |62 and a hookmember |64 secured to the crank member |62 and having a slot or aperturetherein adapted to receive the free outer end of the cable |52, whichmay be suitably secured or fastened to the hook member |54 by means of ahead member in the form of a bead |5155 on the end of the cable |52.

The crank iti! is secured in any suitable manner to the inner end of ahollow rod or tube |63 which is iournaled in the hand grip portion 6l''or the steering handle. The tube or hollow rod led is supported forrotation within the handle and with respect to the handle by means ofsuitable supports provided at either end thereof. At its outer end, thetube |58 extends into and is secured to a hollow hand grip member |10.The hand grip is supported on or xed to the tube |63 for rotation withrespect to the handle so that rotation of the hand grip HE? will effectrotation of the tube |53 and the crank itt. Adjacent its inner end, thetube |68 is slotted for the rec-eption of a threaded stud |12 comprisinga stop member adapted to limit rotation of the tube Hit and the handgrip i'iii and to dene a path of oscillatory movement for the hand gripand the tube. As pointedL out, rotation of the hand grip il@ eiectsrotation of the tube |63 and the crank lt. The crank It@ comprises, asis well known, a motion translating means for translating the rotarymovement of the hand grip to linear movement of the cable it, wherebyrotation of the hand grip Fill is effective to actuate the shiftablemember or lever |34 of the transmission to effect connection anddisconnection of the shafts Hd and Referring again to the throttlecontrol described hereinbefore, the rod Mi is supported forreciprocation within the tube |693 by a plurality of collars or annularmembers H4 engaging the nner walls of the tube |63 and the outer periph-`eral surface of the rod 9u. The spring 94 is suitably confined betweenone of the annular members or collars |14 and the push button 92 so asto normally urge the push button and the rod into their outermostposition as defined by the cooperating stop members 95 and d@ of thebell crank lever S5 and the handle 51.

The bell crank lever 85 is disposed generally beneath the rod 9B, thetube |63 and the crank lii, as is shown in Figure '3, so that nointerference between the throttle actuating mechanism and thetransmission actuating mechanism will exist. The rod Siti preferablyterminates short of the crank |523 and is provided with means extendingthrough the tube |68 for connection with the one arm of the bell cranklever 8E. Preferably, the tube |623 is slotted adjacent its inner endfor the passage of the pivotal connection means between the clevis 89and the bell crank lever 8B.

From the foregoing, it will be appreciated that the present inventionprovides a clutch or transmission means adapted for ready and convenientactuation solely upon slight oscillatory or rotary movement of the handgrip lill at the forward or free end or the steering handle tl.Likewise, the push button 92, extending forwardly of or beyond the freeend of the steering handle 6i, provides convenient means, under thecontrol of the thumb of the motor operator, for controlling the speed ofthe motor.

In operation, the motor is started by moving the control lever 33 to thestart position indicated in Figure l by means of the handle 36. Themotor is then started by operating the pull starter normally associatedwith motor units of the general character referred to or by winding alanyard or line about the notched disc 29 and pulling thereon. It willbe appreciated from the foregoing, that movement of the lever 33 to thestart position advances the spark to a certain degree and opens thethrottle valve partially so that proper spark and fuel-air mixture feedfor effective starting operation will be provided. Once the motor hasbeen started, the lever 33 can be maintained in the start position andthe throttle may readily be controlled by means of the push button 92 atthe free end of the steering handle 61. If desired, however, the lever33 may be shifted in either direction from the position shown in Figure1 to either slow down or speed up operation of the motor. As previouslypointed out, release of the push button 92 will accommodate, through thetorsion spring 52 and the spring 94, opening movement of the throttlevalve of the carburetor 49 to the extent defined by the cam member 42.Accordingly, the cam 42 defines the maximum speed at which the motor mayoperate for any setting of the lever 33. Therefore, if the lever 33 bemoved to the start position, the operation of the motor may becontrolled between the speeds of zero and the maximum speed permitted bythe cam member 42 for that particular setting of the lever 33. Toincrease the speed of operation of the motor, it is necessary to advancethe lever 33 to a position beyond the start position in which casereleasing of the push button 92 will result in faster operation of themotor. It will be appreciated, however, that regardless of the positionof the lever 33, the push button 92 is effective to slow down theoperation of the motor. When the motor is in operation on a boat, it isa simple and convenient matter to reach back to the handle 36 to advancethe lever 33, to advance the spark and the maximum speed setting of thecam 42, so that the speed range of the motor under the control of thepush button 92 may be increased. There- L after, the motor operator maylean as far forwardly in the boat as desired and will at all times havethe complete range of speed control of the motor within the control ofhis thumb, at the end of the steering handle 6l, merely by actuation ofthe push button 92. Accordingly, complete and convenient control of thespeed of operation of the motor is under the control of the operator atall times during the operation of the motor without requiring anyinconvenience or quick shifting or the like on the part of the motoroperator.

In conjunction with the remote or supplementary throttle control means,the present invention provides means for disconnecting the motor shaftand the propeller shaft merely by actuation of suitable means, in theform of the hand grip |70, at the forward or free end of the steeringhandle 61. As will be appreciated from the foregoing, the actuation ofthe transmission or clutch means to effect connection and disconnectionof the motor shaft and the propeller shaft may readily be accomplishedby slight rotation in opposite directions of the hand grip |10 withrespect to the handle B1. Upon rotation of the hand grip |10 in onedirection, the crank |60 will be actuated to effect a pulling force onthe cable |52 to move the one end of the lever |34 upwardly and to movethe cam end |40 of the lever downwardly into the path of rotation of thetab |30 on the spring |28. Engagement of the tab |30 with the cam end|40 of the lever |34 effects loosening of the spring I 28 on the driveshaft I I5 to effect disconnection of the drive shaft I IG and thedriven shaft I I4, as pointed out hereinbefore. Upon rotation of thehand grip |10 in the opposite direction, the cable |52 is released sothat the spring |48 may rapidly shift the cam end |40 of the lever I 34upwardly and out of the path of the tab |33 on the spring |20 to effecta connection of the drive shaft IIG and the driven shaft I I4 andthereby to effect propulsion of the boat with which the outboard motorunit is associated. The hand grip and the tube |68 are preferably somounted with respect to the steering handle 61 that frictionalresistance to turning the handle exists to prevent accidental turning ofthe handle and shifting of the transmission means. Likewise, actuationof the push button 92 is preferably resisted by the frictionalengagement of the various parts of the motion transmitting means so thatthe button 92 will not be accidentally actuated.

From a consideration of the foregoing description and of Figure 1 of thedrawings, it will be apparent that the hand grip portion 61 of thesteering handle may be readily rotated with respect to the base portion62 of the handle at any desired time without effecting energization oractuation of either the throttle control means or the transmission.

While the transmission means may be actuated at any speed of the motor,if such control be desired, it will be apparent that the lever |34 andthe spring |28 will be subjected to extreme abuse if actuation of theclutch or transmission means be accommodated at any speed of the motor.To prevent or substantially reduce such wear and abuse, it is preferredthat an automatic interlock be provided between the transmissionactuating system and means responsive to the speed of the motor, so thatactuation of the clutch cannot be accommodated above a predeterminedspeed of the motor. Likewise, it will be apparent that it is highlyundesirable to operate the motor at high speeds unless the propellershaft is connected to the motor drive shaft, particularly in thoseinstances wherein the propeller shaft operates a water pump for drivingcooling water through the motor. Accordingly, it is desirable to provideautomatic interlock means between the transmission actuating means orsystem and means responsive to the speed of the motor, so that themotor` may not be operated above a predetermined speed when the driveshaft and driven shaft are disconnected.

In conventional outboard motor units, the advancement or retardation ofthe spark is directly proportional to increase or decrease in the speedof the motor. Control of the spark is effected by rotation of the statorplate 32I of the magneto with respect to the motor body. Accordingly, itis convenient to utilize the magneto stator plate as the prime controlelement of the automatic interlock provided by the present invention. Inthe manual control means disclosed in Figure l of the accompanyingdrawings, the stator plate 32 is advanced in direct proportion to themaximum speed setting or limit of the throttle valve and, accordingly,the disposition of the stator plate with respect to the motor body willdetermine the maximum speed at which the motor may be operated, underthe control of the push button 92, for that particular setting of thestator plate and the cam 42 carried thereby. In instances whereinautomatic spark advancement and retardation may be provided inaccordance with the speed of the motor, motor speed is controlled solelyby throttle valve actuation and the disposition of the stator plate withrespect to the motor body will be a substantially exact function of thespeed of operation of the motor. Accordingly, the stator plate is`particularly adapted as the prime control element of the automaticinterlock provided by the present invention.

With respect to the details of construction of a preferred embodiment ofthe automatic interlock, a stop member lBll is secured to the statorplate 32, suitably by securing the stop member I8!) to the verticallydepending portions of the bracket i3 by means of which the cam l2 issecured to the stator plate. The stop member itil is operativelyassociated with the motion trans-- mitting means extending between thehandle and the transmission means so as to provide the control functiondened. To this end, the motion transmitting system between the handle tland the transmission preferably includes a lever l pivoted to the motorblock or body and including a tab or upstanding portion itfl comprisinga second stop member adapted to cooperate with the stop member ltd. Thestop member it preferably includes a nose portion litt adapted to engagethe tab lll on the lever lili to effect control functions, as will bespecifically deiined.

As will be apparent from the foregoing, the stator plate 32 of themagneto moves about the axis of the motor shaft 28 in accordance withthe speed of operation of the motor. rlhe lever itil is so mounted onthe motor body that the tab ll thereof has a path of movementintersecting the normal path of movement of the nose portion 185 of thestop member The cable E52 and its sheath lill extend inwardly toward themotor body from the handle and upwardly toward the lever lil?. Adjacentthe lever it?, the cable i512 terminates in a cap iii@ which isconnected to one end of the spring itil, the other end of which isconnected to one end of the lever 82. Adjacent its end, the sheath ld issecured in suitable position to the motor body by means of a clip lezsecured to the motor body. Adjacent its opposite end, the lever H52carries a screw and nut mechanism ist to which the end of the cablelili, extending from the transmission means, is adjustably secured. Atthat end of the cable, the sheath ital again secured to the motor bodyby means of a clip ist. At the end thereof adjacent the nut iii/l, thelever lil? carries a counteispring havmt,r its opposite end connected tothe motor body to counteract the force of the spring i953 and to renderthe lever it? more readily actuatable in response to turning movement ofthe hand grip l'iil. As will be apparent, the two portions of the cableld and the lever ltr comprise a motion transmitting system or cable lineextending between the steering handle and the transmission.

In operation, the `nose portion E35 of the slop member i3d is adapted tobe moved into the path of movement or the tab lil-fi on the lever t2when the spark advancing lever is moved to a position beyond the startposition, so that if the clutch means disconnected, the lever ld?? will.be so disposed with respect to the motor body that the end thereofcarrying the tab itil will be moved upwardly into the path of movementof the stop member itil. Accordingly, the nose |86 of the stop member itwill engage the stop member l 84 to prevent advancement ofthe spark andopening of the throttle beyond the start position. When the clutch isengaged, the end of the lever 182 carrying the stop member 184 moveddownwardly so that the stop member ltd is disposed outside of the pathof the nose itt of the stop member it, in which case, the spark andthrottle may be advanced by movement of the lever 33 to any desiredposition. When the spark is advanced beyond the start position, the stopmember l is disposed in the path of movement of the stop member |84 onthe lever lili! so that the lever cannot be moved upwardly to elfectdisconnection of the clutch or transmission. Accordingly, it will beappreciated that the stop members ldd and 82 provide therebetween aninterlock for preventing operation of the motor above a predeterminedspeed when the drive shaft and the driven shaft are disconnected and forpreventing disconnection of the drive shaft and the driven shaft whenthe motor is operated above said predetermined speed.

The said predetermined speed may be any speed desired for any particulartype of motor. As referred to hereinbefore, it is preferred that thestart position be approximately the defining speed of the controlfunctions effected by the interlock. In other words, it is preferredthat the interlock be inoperative, or that the stop member lil@ bedisposed outside the path of the stop member when the lever 33 is in thestart position so that the motor may be started and run at speedsbetween stop and the speed accommodated at the start position wherebythe propeller shaft of the motor unit need not be a drag upon the motorwhen attempts are made to start the same. Accordingly, starting of theengine may be readily accommodated by disconnecting the drive shaft andthe driven shaft, advancing the lever 33 to the start position andactuating the pull starter, in which case the propeller will notconstitute a drag upon the motor.

From the foregoing, it will be appreciated that the entire operation ofthe outboard motor unit provided with the apparatus of the presentinvention, particularly when the same is utilized in combination withthe throttle control means described or similar throttle control means,is entirely under the control of one hand of the motor operator and thatall controls, namely, steering, throttle, and shifting may be readilyand conveniently effected without requiring contortion or bodilyshifting on the part of the motor operator.

As pointed out hereinbefore, the clutch or transmission means oi thepresent invention, as described hereinbeiore, may be utilizedindependently of any particular throttle control or may be utilized witha plurality of supplementary controls provided in the steering handle oithe motor. lf desired, the transmission, the control means therefor andthe automatic interlock may be `utilized with motors having a throttlecontrol adapted to actuate the stator plate so that the cam l2 alonecontrols motor speed, with motors having automatic spa' r control orignition timing, or with motors having other types of controlmechanisms.

Referring now to TFigure 9, have disclosed a second embodiment of asteering handle having throttle and shifting control means incorporatedtherein and wherein the steering handle comprising a base portion il itand a hand grip or steering portion 2li pivotally connected to the base15 portion 210. The steering portion 212 of the steering handle supportsan actuating means, in the form of a rotatable hand grip 214, adjacentthe free end thereof. The hand grip 214 is suitably secured toa hollowrod or tube 2 16 extending axially through the steering portion 212 to apoint adjacent the angle of the steering portion. The hollow rod or tube216 is rotatably supported in the handle 212 by means of a pair ofsleeves 218 disposed adjacent opposite ends of the tube. At its innerend, the tube 216 is clutched or splined to a sleeve 221) which isjournaled within a thickened portion 222 of the hand grip portion 212 ofthe handle adjacent the angle thereof. At its inner end, the sleeve 226carries a pinion 224 secured thereto by means of a set screw, the pinionbeing disposed at approximately the angle of the handle. The pinion 224meshes with a pinion 226 carried at the outer end of a sleeve 228journaled in a reduced neck portion 236 of the handle portion 212. Thereduced neck portion 238 of the handle portion 212 is journaled in anenlarged end portion 23| of the base portion 216 of the handle. Theenlarged end portion 231 of the base portion 216 is suitably bored andtapped for the reception of a friction disc 232 adapted to frictionallyengage the reduced end portion 236 of the handle portion 212 andresiliently urged into engagement with the reduced portion 231] by meansof a spring 234 confined between the friction disc and a stud 236threaded into a suitably tapped bore provided in the base portion 216.

The reduced end portion 230 of the handle portion 212 rotatably supportsa further sleeve 238 having an inwardly directed radial flange 240. Thesleeve 238 rotatably supports a pulley, indicated generally at 242, forrotation within the enlarged end portion 231 of the base portion 218 ofthe handle. The pulley 242 comprises a plurality of plates andpreferably includes a friction disc brake 244 associated therewith. Thepulley also preferably includes a locating braking friction member 246spring pressed into engagement with the peripheral surface of the pulley242. The pulley 242 is adapted for the reception of a cable or suitablecables reeved over the pulley and extending toward the motor block. Thecables may suitably be secured to the carburetor throttle valve or maybe secured directly to the l magneto stator plate for synchronousactuation of the stator plate and the throttle valve. The carburetor andassociated apparatus is preferably of the type described hereinbefore,but may be of any suitable type as desired. Inwardly of the sleeve 236,a further sleeve 248 is rotatably supported in the enlarged end portion231 of the base portion 218 of the handle and is pinned to a shaft orrod 2513 journaled in supporting bosses 252 and 254 in the base portion210. Adjacent its inner end, the shaft or rod 258 carries a crank oreccentric 256 comprising a motion translating means adapted to translaterotary movement of the hand grip 214 to reciprocal movement of a cableor rod or the like for effecting actuation of a suitable clutch ortransmission means or the like. At its outer end, the shaft 250 isprovided with a at or flattened portion 258 adapted for clutchingengagement with a similar portion of a second shaft 268 extendingaxially into the sleeves 248, 238 and 228. The shafts 256 and 268 arenormally biased away from one another by means of a spring 262 confinedbetween suitable collar members provided on the two shafts. The shaft266 has two raised serrated portions 264 and 266 each adapted forsplined engagement with cooperating portions of the sleeves 228, 238 and248. In particular, the serrated portion 266 on the shaft 266 is adaptedfor continuous splined engagement with the sleeve 228 and the serratedportion 264 is adapted for selective engagement with the inwardlydirected radial flange 240 of the sleeve 238 and the sleeve 248. Theshaft 260 is normally urged to a predetermined position, wherein theserrated portions 264 and 266 engage the flange 246 and the sleeve 228,respectively, by means of the spring 262 and a spring 268 confinedbetween the shaft 268 and a plug 210 loosely disposed within the sleeve228. The plug 210 normally is engaged by one tab or end of a lever 212pivotally supported at the angle of the handle 212 by means of a pivotpin 214. At its opposite or outer end, the lever 212 engages a rod 216positioned within the sleeve 220 for reciprocal movement therein. At itsouter end, the rod 216 is secured to the inner end of a rod 218supported for axial movement within the tube 216 and terminating at itsouter end in a push button 280 extending exteriorily of the free end ofthe hand grip 214. As a modification of the arrangement shown, the handgrip 214 may be mounted on the handle 212 for both rotation and linearmovement and the rod 218 may be secured to the hand grip forreciprocation upon linear movement of the hand grip to effect thecontrol functions specifically defined hereinafter. As a furthermodification, the tube 216 may include a reciprocable portion adaptedfor actuation of the lever 212 or the shaft 260 directly.

In operation and use, the push button 280, or reciprocation of the handgrip 214, is adapted to control the effectiveness of rotation of thehand grip 214, but in and of itself is not adapted to effect any controlfunction, such as throttle operation or transmission actuation or thelike, but it will be appreciated that the structure may be modified toaccommodate such action if desired. The springs 262 and 268, as stated,normally urge the shaft member 266 into a normal position, shown inFigure 9, wherein the splined portions 264 and 266 on the shaft 260 arein engagement with the radial flange 246 of the sleeve 238 and thesleeve 228, respectively. Upon actuation of the push button 268, or thehand grip, inwardly, the lever 212 is pivoted about its pivot 214 byinward movement of rods 218 and 216 to force the plug 210 inwardly withrespect to the sleeve 228, thus, effecting compression of the spring 268and movement of the shaft 260 inwardly with respect to the sleeves 228,238 and 243. Such movement effects disengagement of the serrated portion264 with the flange 2148 of the sleeve 238 and effects engagement of theserrated portion 264 with suitable splines provided in the sleeve 248and also effects engagement of the flattened or clutch portions of theshafts 258 and 260. Upon release of the push button 286, the shaft 260and associated apparatus is immediately returned by the spring 262 toits normal position.

In the normal position of the shaft 260, rotation of the hand grip 214will effect rotation of the tube 216, the sleeve 220, the pinion 224,the pinion 226 and the sleeve 228. Rotation of the sleeve 228 istransmitted by the splined portion of the sleeve 228 to the serratedportion 266 of the shaft 268 to effect rotation of the shaft. Uponrotation of the shaft 266, the serrated portion 264, due to itsengagement with the flange 246 of the sleeve 238, will effect rotationof the sleeve 238 and the pulley 242 to effect actuation of the statorplate and throttle or like means with which the pulley is operativelylassociated. Upon inward actuation of the push button 280, the splinedportion 264 of the shaft 260 is disengaged with respect to the sleeve238 so that the sleeve 23B and the pulley 242 are braked and stopped inadjusted position by means of the brake members 244 and 24S. When theshaft 260 is moved inwardly, the splined portion 264 of the shaft 260 ismoved into splined engagement with the sleeve 248 and the clutchpo-rtions of the shafts 250 and 260 are moved into engagement so thatrotation of the hand grip 2II4 is operative to effect rotation of theshaft 250 and the crank 256 mounted thereon to effect actuation of thetransmission means or the like with which the crank 256 is operativelyassociated. Upon release of the push button 280i, the shaft 260 isreturned to its normal position and the friction disc 244 and theassociated apparatus are adapted to maintain the sleeve 248 and theshaft 250 in adjusted position. In instances wherein the flattened orclutched portions of the shafts 250 and 260 are not in accuratealignment with one another, the spring 238 accommodates movement of thelever 212 with respect to the shaft 260 to prevent damage to any of themotion'transmitting means disposed within the handle.

From the foregoing, it will be appreciated that the crank 256 and thepulley 242 each comprise an actuating means or member and that the shaft260 and the sleeves 228, 238 and 248 oomprise a clutch mechanism forselectively coupling or connecting the actuating members to therotatable tube 2 I6. It will also be appreciated that the clutchmechanism readily accommodates movement of the hand grip portion 2I2 ofthe handle with respect to base portion 2I0 of the handle.

IThe steering handle and associated control apparatus disclosed inFigure 9, may suitably be associated with means similar to the automaticinterlock apparatus disclosed in the hereinbefore described embodimentof the present invention and may be utilized in eecting control of thetransmission or clutch means described hereinbefore or of any suitableor desired transmission means or like controls.

ln Figure 10, I have shown a second embodiment of the means referred togenerally herein as the transmission means of the present-invention rihetransmission means disclosed in Figure l0 is adapted for actuation bythe control mechanism disclosed in either embodiment of the steeringhandle described hereinbefore. As shown in Figure 10, another mountingunderwater portion of a conventional outboard motor comprises a forwardtop housing 300, a rearward top housing 302, an intermediate housing 304and a gear case 306 having a conventional skeg 308. The gear case 306rotatably supports a propeller shaft 3H) which is adapted for thereception of a suitable propeller or screw for propelling the boat withwhich the motor unit is associated. The housing members S, 302, 304 and3BEr together with the la:

motor block comprise the body of the motor unit. The propeller shaft 3I0rotatably supports and is rotatably supported by the sleeve portions ofa nrst gear SI2 and a second gear 3I4. The gears SI2 and Slt are eachsupported in the gear case 306 by means of suitable ball bearings 316.At its inner end, the propeller shaft 3|@ is provided with alongitudinal axial bore and a transverse bore adapted for the receptionof a tubular rod 3 I8 or the like. A pin 320 extending transversely 'iposition intermediate the two gears.

thro-ugh the one end of the rod 3I8 and through the transverse bore inthe propeller shaft 3I0 suitably secures a sleeve 322 to the rod 3I8.The rod 3I8, the pin 320 and the sleeve 322 are mounted for axialmovement with respect to the propeller shaft 3I0, but are locked againstrelative rotational movement with respect to the shaft SIS by means ofthe pin 320 and, if desired, by means of suitable splines or the like.Each of the gears SI2 and 314 is provided with a suitably splined recessor the like adapted for the reception of the sleeve 322 to selectivelycouple the gears 3l2 and 3M with the propeller shaft Blil. Theengagement between the gears and the propeller shaft accomplished by thesleeve 322 may be frictional cr positive, as desired.

The gears 312 and 3I4 each mesh with a pinion 224 secured to the lowerend of a drive shaft 323 which comprises a continuation of the motorcrank shaft. rfhe gears 3I2 and 3I4 are disposed on opposite sides ofthe pinion 32A'i so that same are rotated in opposite directions aboutthe shaft Sie. As will be appreciated from the foregoing, the gears 3 I2and 3M are each journaled on the propeller shaft 3m and are each adaptedto be selectively coupled with the shaft to drive same. The gear 3I2 maybe suitably adapted for driving the propeller shaft 3i!! in onedirection, which may suitably be referred as a reverse direction, andthe gear 3 I Il is adapted to drive the propeller shaft in the oppositeor forward direction. As will be apparent from Figure l0, the sleeve 322is adapted to be moved into engagement with either of the gears 3I2 and3I4 or may be moved to a Accordingly, it will be appreciated that whenthe sleeve 322 is in engagement with gear 3M, the propeller shaft isconnected with the drive shaft 32B for rotation in a forwardlydirection. When the sleeve 322 is engaged with the gear SI2, thepropeller shaft is adapted for rotation by means of the drive shaft 328in a reverse direction. When the sleeve 322 is disposed intermediate thegears SI2 and 3I4, the propeller shaft 3H) is disconnected with respectto the drive shaft 326 so that the motor unit is in neutral.Accordingly, the gears 3I2 and 3m, the pinion 324 and the sleeve 322comprise a transmission between the drive shaft 326 and the propellershaft SIE adapted to be shifted into forward, neutral or reverse drivepositions. and gear trains may be utilized to provide a plurality offorward and reverse speeds. It is desirable, of course, to providenormally only a single reverse gear and a plurality of forward drivegear trains so that the speed of operation of the motor may be theoptimum in economy for any particular speed of the propeller shaft. Ifdesired, the transmission may include synchronizers and the like.

In the transmission just described, the rod EIS, the pin 32o and thesleeve 322 cooperate to comprise a shiftable member for thetransmission. The shiftable member of the transmission is adapted to beactuated by a suitable motion transmitting system linkage. The linkageis preferably formed of rigid members to provide for positive actuationof the transmission. As shown in the drawings, the linkage preferablyincludes a bell crank lever 328 pivoted within the gear oase 30S and arigid rod 332 associated with the lever. The bell crank lever 328 isprovided with a bifurcated outer end portion 330 comprising two iingersadapted to be received within a circumferential groove provided in therod BIS so that ac- As will be appreciated, other gears tuation orpivotal movement of the bell crank lever 328 will effect reciprocationor shifting of the shiftable member of the transmission. At its oppositeend, the bell crank lever 328 is pivotally connected to the rigidactuating rod 332 which extends upwardly through the various housingmembers and into adjacency with the motor block or the steering handleof the motor unit. At its upper end, the actuating rod 322 is pivotallysecured to one end of a lever 334 which may be suitably pivotallyconnected to the motor body or the like. At the opposite end of thelever 334, a suitable link 336 is pivotally connected thereto. The link336 may suitably extend upwardly to an interlock mechanism such as thatdescribed in the embodiment of the invention described hereinbefore ormay suitably be directly connected to the control mechanisms within thesteering handle, such for example, as the crank 256 in the handledisclosed in Figure 9, as is indicated generally by dotted lines inFigure 10.

The transmission means disclosed in Figure 10 is particularly adaptedfor association with steering handle controls wherein the hand grip onthe l steering handle has three selective positions,

namely, forward, reverse and neutral. It will be apparent, however, thatthe transmission means disclosed in Figure 10 may suitably be associatedwith any type of control means located at any desired position of themotor body.

From the foregoing, it will be appreciated that the present inventionprovides several advantageous features which may be utilizedindividually or in combination with other devices and controlmechanisms. For example, the present invention provides transmissionmeans for outboard motor units wherein the motor shaft may bedisconnected from the propeller shaft and wherein the propeller shaftmay be driven in forward and reverse speeds and in a plurality offorward speeds. Likewise the present invention provides control meansfor various types of apparatus wherein the control means are disposedWithin the steering handle of the motor and are adapted for actuationfrom the free or forward end of the handle under the control of one handof the motor operator. A further feature of the present invention is thecombination of the control mechanisms in the steering handle of themotor and the transmission means of the present invention. A furthercombination of the present invention is the utilization of thetransmission means and steering handle control means in combination withthrottle control means disposed within the handle and actuatable from apoint adjacent, or at, the free or forward end of the handle.Accordingly, in its complete combination, the present invention providesfor the complete control of an outboard motor unit from a point adjacentthe free forward end of the steering handle and from which, steering,throttle control and transmission control may be readily effected by onehand of the operator. The advantages of the present invention may beenjoyed by all outboard motor users, since the present inventionprovides means whereby the boat operator may dispose himself as farforwardly in the boat as possible, to counteract the bow raising-sternlowering characteristics of the boat and motor and to provide a betterriding characteristic for the boat, and may, at the same time, havecomplete control of the motor as to steering, throttle actuation andshifting with one hand without necessitating any bodily shifting orrapid movements on his part.

In the foregoing description, emphasis has been io l,

placed on the control of various devices by rotation of the handle handgrip and on the control of other devices by linear movement of a pushbutton projecting beyond the free end of the hand grip. It will beappreciated that with minor changes and variations, these controls andothers may readily be effected by linear movement of a handle hand grip,by combined linear and rotational movement of the hand grip and so on.

Accordingly, while I have described what I regard to be preferredembodiments of my invention, it will be apparent that various changes,rearrangements and modifications, in addition to those enumerated, maybe made therein without departing from the scope of the presentinvention, as defined by the appended claims.

I claim:

1. In an outboard motor, a drive shaft and a driven shaft, said shaftsbeing juxtaposed and journaled for rotation about a common axis, atorsion spring having portions engaging each of said shafts and normallyconnecting said shafts for conjoint rotation, said spring having a tabextending outwardly therefrom at the end thereof engaging said driveshaft, a lever having a portion adapted to be moved into the path ofmovement of said tab to stop movement of said tab whereby said spring isloosened on said drive shaft to disconnect said shafts to accommodatecontinued rotation of said drive shaft and stopping of said drivenshaft, and actuating means mounted on the motor and connected to saidlever, whereby said means is adapted to move said lever into and out, ofthe path of movement of said tab.

2. In an outboard motor, a drive shaft, a driven shaft, said shaftsbeing juxtaposed, a torsion spring having portions engaging each of saidshafts and normally connecting said shafts for conjoint rotation of saidshafts and said spring, a tab carried by said spring and projectingoutwardly from one end thereof, a lever mounted adjacent said spring andhaving a portion adapted to be moved into the path of rotation of saidtab to stop said tab whereby said spring is loosened with respect to oneof said shafts to disconnect said shafts, a steering handle for themotor, a hand grip mounted for rotation with respect to said handleadjacent the free end thereof, a rod journaled in said handle andsecured to said hand grip, a crank secured to said rod within saidhandle, and a cable extending between and operatively connected at itsends to said crank and said lever, whereby actuation of said lever toeffeet connection and disconnection of said shafts is effected byrotation of said hand grip.

3. In an outboard motor, a drive shaft, a driven shaft, a powertransmission between said shafts, said transmission including ashiftable member adapted to connect and disconnect said shafts, amagneto associated with said drive shaft, said magneto including astator plate adapted for movement in accordance with the speed ofoperation of the motor, a steering handle for the motor, actuating meansassociated with said handle adjacent the free end thereof, a motiontransmitting system extending between said actuating means and saidshiftable member, and a stop in said motion transmitting system adjacentsaid stator plate, said stop cooperating with said stator plate toprevent operation of the motor above a predetermined speed when saidshafts are disconnected and to prevent disconnection of said shafts whenthe motor is operated above said predetermined speed.

4. In an outboard motor, a drive shaft, a driven shaft, a powertransmission between said shafts, said transmission including ashiftable member adapted to connect and disconnect said shafts, amagneto associated with said drive shaft, said magneto including astator plate adapted for movement in accordance with the speed ofoperation of the motor, a first stop member carried by said statorplate, a steering handle for the motor, a hand grip mounted for movementwith respect to said handle at the free end thereof, and motiontransmitting means extending between said hand grip and said shiftablemember whereby movement of said hand grip effects actuation of saidshiftable member, said motion transmitting means including a second stopmember disposed adjacent said first stop member, said stop members beingadapted for movement in intersecting paths and being adapted tocooperate with one another to prevent operation of the motor above apredetermined speed when said shafts are disconnected and to preventdisconnection of said shafts when the motor is operated above saidpredetermined speed.

5. In an outboard motor, a body, a magneto, said magneto including astator` plate supported by said body for movement in accordance with thespeed of the motor, a drive shaft and a driven shaft journaled in saidbody, said magneto being operatively associated with said drive shaft, apower transmission between said shafts, said transmission including ashiftable member adapted to selectively connect and disconnect saidshafts, a steering handle for the motor, a hand grip mounted formovement with respect to said handle at the free end thereof, a motiontransmitting system extending between said hand grip and said shiftablemember, said system including a lever pivotally mounted on said bodyadjacent said stator plate, the pivotal axis of said lever beingdisposed transversely of the axis of said magneto, and a stop membercarried by said stator plate for movement therewith in a pathintersecting the path of movement of said lever, said lever and saidstop member having cooperating portions adapted for engagement toprevent operation of the motor above a predetermined speed when saidshafts are disconnected and to prevent disconnection of said shafts whenthe motor is operated above said predetermined speed.

6. In an outboard motor, a drive shaft and a driven shaft, a powertransmission between said shafts, said transmission including ashiftable member, a steering handle for the motor, actuating meansmounted for movement with respect to said handle adjacent the free endthereof, said actuating means being mounted for rotation and formovement longitudinally of said handle, motion transmitting meansextending between said actuating means and said shiftable member, acarburetor for the motor including a throttle, and motion transmittingmeans extending between said throttle and said actuating means, saidactuating means being moveable independently of movement of said handleto actuate said shiftable member and said throttle.

7. in an outboard motor, a drive shaft and a driven shaft, a powertransmission between said shafts, said transmission including ashiftable member, a steering handle for the motor, a hand grip mountedfor movement with respect to said handle adjacent the `free end thereof,a tube mounted in said handle and secured to said hand grip, motiontransmitting means extending between said tube and said shiftablemember, a carburetor for the motor including a throttle, motiontransmitting means extending between said throttle and said handle, anda rod extending through said tube in said handle, said rod terminatingadjacent the free end of said handle for actuation exteriorly of thefree end of said handle, actuation of said throttle being under thecontrol of said rod.

r8. In an outboard motor, a steering handle, a hand grip rotatablymounted on said handle adjacent the free end thereof, a tube journaledin said handle and secured to said hand grip, a rod extending throughsaid tube in said handle and mounted therein for movement axially ofsaid tube, said rod terminating adjacent the free end of said handle ina push button extending exteriorly of the free end of said handle, acarburetor for the motor including a throttle, motion transmitting meansextending between said rod and said throttle, a drive shaft and a drivenshaft, a power transmission between said shafts, said transmissionincluding a shiftable member adapted to selectively connect anddisconnect said shafts, and motion transmitting means extending betweensaid shiftable member and said tube.

9. In an outboard motor, a steering handle, a hand grip rotatablymounted on said handle adjacent the free end thereof, a tube journaledin said handle and secured to said hand grip, a rod extending throughsaid tube in said handle and mounted therein for movement axially ofsaid tube, said rod terminating adjacent the free end of said handle foractuation exteriorly of said handle, a pair of actuating membersjournaled in said handle each adapted for actuation by said tube, aclutch member mounted for axial movement within said handle toselectively couple said actuating members to said tube, said clutchmember being operatively associated with said rod for actuation thereby,a carburetor for the motor including a throttle, motion transmittingmeans extending between one of said actuating members and said throttle,a drive shaft and a driven shaft, a power transmission between saidshafts, said transmission including a shiftable member adapted toselectively connect and disconnect said shafts, and motion transmittingmeans extending between said shiftable member and the other of saidactuating members.

1U. In an outboard motor, a drive shaft and a driven shaft, atransmission between said shafts, said transmission including ashiftable member, a steering handle for the motor, a hand grip mountedfor movement with respect to said handle adjacent the free end thereof,a tube mounted in said handle and secured to said hand grip, motiontransmitting means extending between said tube and said shiftablemember, a carburetor for the motor including a throttle, motiontransmitting means extending between said throttle and said handle, arod extending through said tube in said handle, said rod terminating atthe free end of said handle in a push button extending exteriorly of thefree end of said handle, actuation of said throttle being under thecontrol of said push button, a magneto associated with said drive shaft,said magneto including a stator plate adapted for movement in accordancewith the speed of the motor, a first stop member secured to said statorplate, said motion transmitting means between said shiftable member andsaid tube including a second stop member disposed adjacent said rst stopmember, said stop members being movable in intersecting paths andincluding cooperating portions adapted for engagement to preventoperation of the motor above a predetermined speed when said shafts aredisconnected and to prevent disconnection of said shafts when the motoris operated above said predetermined speed.

11. In an outboard motor, a drive shaft and a driven shaft, said shaftsbeing juxtaposed, a torsion spring having portions engaging each of saidshafts and normally connecting said shafts for conjoint rotation of saidshafts and said spring, a tab carried by said spring and project-- ingoutwardly from one end thereof, a lever mounted adjacent said spring andhaving a portion adapted to be moved into the path of rotation of saidtab to stop said tab whereby said spring is loosened with respect to oneof said shafts to disconnect said shafts, a steering handle for themotor, a hand grip rotatably mounted on said handle adjacent the freeend thereof, a tube `journaled in said handle and secured to said handgrip, a crank secured to said tube within said handle, a cable lineextending between and connected at its ends to said crank and said leverwhereby actuation of said lever to connect and disconnect said shafts iseffected by rotation of said hand grip, a rst stop member connected insaid cable line and adapted for pivotal movement upon rotation of saidhand grip, a magneto associated with said drive shaft, said magnetoincluding a stator plate adapted for movement in accordance with thespeed of the motor, a second stop member carried by said stator platefor movement therewith in a path transversely of the path of movement ofsaid first stop member, the path of movement of said second stop memberintersecting the path of movement of said rst stop member, said stopmembers having cooperating portions adapted for engagement to preventvoperation of the motor above a predetermined speed when said shafts aredisconnected and to prevent disconnection of said shafts when the motoris operated above said predetermined speed, a rod disposed within andextending through said tube in said handle and being mounted formovement axially of said tube, said rod terminating at the free end ofsaid handle in a push button extending exteriorly of the free end ofsaid handle, a second crank pivoted within said handle and beingoperatively associated with said rod for actuation thereby, a carburetorfor the motor including a throttle, and a cable extending between saidthrottle and said second crank whereby said push button is adapted toeffect actuation of said throttle.

12. In an outboard motor, a drive shaft and a propeller shaft, a powertransmission between said shafts, said transmission including a pinionxed to said drive shaft, a first gear journaled on said propeller shaftto one side of said drive shaft and meshed with said pinion, a secondgear journaled on said propeller shaft to the opposite side of saiddrive shaft and meshed with said pinion, and a shiftable member mountedfor axial movement on said propeller shaft and being held againstrotation with respect to said propeller shaft, said member being adaptedto be shifted into engagement with either of said gears and to aposition intermediate said gears whereby said member is adapted toconnect said propeller shaft with said drive shaft for rotation ineither direction and to disconnect said shafts, a steering handle forthe motor, a hand grip mounted for rotation with respect to said handle24 at the free end thereof, a tube journaled in said handle and securedto said hand grip, a crank supported in said handle and adapted to berotated by said rod, a motion transmitting linkage disposed between saidcrank and said shiftable member whereby said shiftable member isactuated upon rotation of said crank, a lever included in said motiontransmitting linkage, a magneto associated with said drive shaft, saidmagneto including a stator plate adapted for movement in accordance withthe speed of the motor, a stop member carried by said stator plate, saidstop member and said lever being adapted for movement in intersectingpaths, said lever and said stop member having .cooperating portionsadapted to be brought into engagement to prevent operation of the motorabove a predetermined speed when said shafts are disconnected and toprevent disconnection of said shafts when said motor is operated abovesaid predetermined speed, a rod extending through said tube in saidhandle and being mounted in said tube for movement in an axialdirection, said rod terminating at the free end of said handle in a pushbutton extending exteriorly of the free end of said handle, a pulleyjournaled in said handle and adapted to be rotated by said tube, aclutch member mounted for axial movement in said handle to selectivelycouple said crank and said pulley with said tube, said clutch memberbeing operatively associated with said rod for actuation thereby, acarburetor for the motor including a throttle, means associated withsaid stator plate for controlling said throttle, and a cable connectedto s said stator plate and reeved over said pulley for actuation therebywhen said pulley is clutched to said tube upon rotation of said handgrip.

13. In an outboard motor as set forth in claim 12, said handlecomprising a base portion adapted to be secured to the motor and a handgrip portion angularly related with respect to said base portion, apivotal connection between said handle portions whereby said hand gripportion is adapted for pivotal movement with respect to said baseportion and the motor, said tube and said rod being disposed within saidhand grip portion of the handle, said pulley and said crank beingdisposed within said base portion, said clutch mechanism including asleeve journaled in said handle, a gear mounted on said sleeve, a gearmounted on said tube and meshing with said gear on said sleeve wherebyrotation of said hand grip effects rotation of said sleeve, and a leverpivotally mounted in said handle and having portions thereof engagingportions of said clutch mechanism and said rod to operatively connectsaid rod and said clutch mechanism.

14. In an outboard motor, a drive shaft, a driven shaft, a powertransmission between said shafts, said transmission including ashiftable member adapted to connect and disconnect said shafts, amagneto associated with said drive shaft, said magneto including astator plate adapted for movement in accordance with the speed ofoperation of the motor, a steering handle for the motor, actuating meansmounted for movement with respect to said handle adjacent the free endthereof, said actuating means being mounted for rotation and formovement longitudinally of said handle, first motion transmitting meansextending between said actuating means and said shiftable member, acarburetor for the motor including a throttle, second motiontransmitting means extending between said throttle and said actuatingmeans, said actuating means being movable independently of movementl ofsaid handle to actuate said shiftable member and said throttle, and astop in said first motion transmitting means adjacent said stator plate,said stop cooperating with said stator plate to prevent operation of themotor above a predetermined speed when said shafts are disconnected andto prevent disconnection of said shafts when the motor is operated abovesaid predetermined speed.

15. In an outboard motor, a steering handle comprising a hollow baseportion adapted to be secured to the body of the motor, a hollow outerportion journaled in said base portion, the holloWs of said portionscommunicating with one 15 bers accommodating pivotal movement of saidouter portion with respect to said base portion, and actuating meansmounted at the free end of said outer portion for rotation with respectto said outer portion and for movement longitudinally of said outerportion, said actuating means being operatively associated with each ofsaid members.

References Cited in the file of this patent UNITED STATES PATENTS NumberName Date 677,872 Locke July 9, 1901 1,181,634 Bivert May 2, 19161,192,377 Blakely July 25, 1916 1,382,955 Clementson June 28, 19211,800,638 Kopke Apr. 14, 1931 1,932,521 Irgens Oct. 3l, 1933 2,071,634Irgens Feb. 23, 1937 2,528,480 Wilson Oct. 31, 1950 2,577,181Christensen Dec. 4, 1951

